High-G Shock Testing Machine

ABSTRACT

A shock testing machine including: a test platform upon which one or more objects to be tested are mounted; one or more rails upon which the test platform is movable in a longitudinal direction; and a braking station for retarding a relative motion between the test platform and the braking station, wherein the test platform and the braking station include at least one portion interfering with the relative motion of the test platform and the braking station such that relative movement of the test platform and the braking station past the at least one portion produces a shock lateral to the longitudinal direction

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a Divisional application of U.S. patent applicationSer. No. 15/058,057 filed on Mar. 1, 2016, which claims benefit to U.S.Provisional Application No. 62/129,791 filed on Mar. 7, 2015, thecontents of which is incorporated herein by reference.

BACKGROUND 1. Field

The present invention relates generally to high-G shock testingmachines, and more particularly to low-cost, reusable, “pseudo-static”testing machines and methods capable of imposing high acceleration anddeceleration (>±10,000 g), opposing loads to a large (10-100+ lbs.)payload that are sustained over long durations (>5 msec). Such machinewould provide the means for testing ordnance and commercialproducts/components under multi-axial loading, which includes bothbending and shear moments. This includes the most extreme example ofsuch events, namely “tail slap”, where large lateral accelerations areintroduced due to the bending and rebound of the product/component inthe lateral direction, e.g., in the case of ordnance, perpendicular tothe axis of penetration.

2. Prior Art

Gun-fired munitions, mortars and rail-gun munitions are subjected tohigh-G (setback and set-forward) acceleration during launch and targetimpact. Similar but more complex combinations of axial as well aslateral and bending shock loadings are experienced by air droppedweapons as they impact the target, particularly when the weapon isrocket assisted to achieve high impact velocities and when the targetstructure is highly heterogeneous, such as reinforced concrete or soilwith large rock content. As a result, all components of the system andthe system itself must survive such shock loading events and bequalified to such severe environments.

Developing a controllable test method and predictive capability to applythis environment in testing is critical to the development of fuze,energetic, and other weapon technologies. However, the correspondingchange in velocity typically requires ballistic or operational testing.Both testing methods are extremely costly, personnel intensive, andintroduce both technical and safety risks.

The vast majority of aircraft and satellite components, whether militaryor commercial, must be tested under certain shock loading conditions.That is, aircraft components must be shock tested to ensure that theirdesign will survive its intended environment. Consequently, differentaircraft components may have widely varying shock testing requirements.Currently, there is no one shock testing apparatus that can shock testaircraft components to accommodate the varying shock testingrequirements for aircraft components, if at all. Thus, the industryresorts to building specialized shock testing machines or using computersimulation for shock testing, methods which are expensive and/orinaccurate.

In addition to rigorous vibration profiles, many consumer electroniccomponents must be shock tested to determine how they will perform undercertain shock conditions. Electronic components are often shock testedto determine how they will survive under unintended conditions, such asrepetitive dropping. Of such consumer electronic components, devicecasings and circuit boards are often shock tested to determinesurvivability due abuse while other electronic devices are designed forheavy duty usage, such as in the construction trade and must be shocktested to determine if they are fit for their particular harshenvironment. The current shock testing methods for consumer electronicdevices have the same shortcomings as those described above with regardto commercial aircraft. Current shock testing machines in the consumerelectronics area are either very simple drop testing from heights orpneumatic shock machines, both of which are inaccurate and theirrepeatability is unreliable.

Automobile components (as well as light and heavy duty truck components)must also undergo rigorous shock testing under normal use as well ascomponents which can fail during a crash. Some automobile componentsmust undergo shock testing to determine how they will perform undernormal conditions, such as some structural frame components while othercomponents must undergo shock testing to determine their performanceduring a crash, such as electronic components, steering wheels, airbagsand the like. Like other shock testing machinery currently available inthe areas of commercial aircraft and consumer electronics, the shocktesting of automobile components are inaccurate, their repeatability isunreliable and they can also be relatively expensive.

SUMMARY

It is therefore an object to develop a low-cost, reusable testing methodand accompanying experimental and simulation capabilities that canreproduce acceleration/time profiles representative of weapon targetpenetration as well as shock loading experienced by aircraft and othercommercial products. This includes the experienced accelerationamplitude for a duration, or equivalently the integrated velocitychange, in opposing shock-countershock mode, and multiple directions(multi-axial) for a sizable test article.

It is also appreciated that practical test considerations imposeadditional requirements beyond the required multi-axialacceleration/duration performance. Most tests call for more sensorchannels than are recordable in an onboard recording system. In theseinstances, a nearly-stationary (i.e., “pseudo-static”) test article orsystems in which the test article undergoes limited and highlycontrolled resulting displacements that would allow the use of thedesired number of sensor channels through direct cable harnesses,onboard recording systems and/or ultra-high speed RF or optical wirelesscommunications. Another benefit of such shock testing systems is thatoff-board instrumentation is able to collect more channels of data withhigher precision and sampling rates. One example of a pseudo-statictesting is reverse ballistics where a target is propelled into astationary and fully instrumented “Unit Under Test” (UUT).

It is also appreciated that it is critical that the shock testing systembe scalable so that they would enable testing of both small UUTs andlarger test vehicles. In this regard, the shock testing system can testarticles ranging from circuit boards for consumer electronics weighingseveral ounces to ordnances/components weighing several hundred pounds.

In this disclosure, the following two novel classes of shock/tail-slaptesting machine concepts are presented:

-   -   1. A class of multi-axial shock loading machines for applying        short duration high acceleration and deceleration pulses of over        ±10,000 g over long periods of time of well over 5 msec. These        shock loading machines can apply one or a combination of shock        loading pulses to the UUT in the axial and lateral directions to        simulate almost any shock loading events, including the “tail        slap”, where large lateral accelerations are introduced due to        the bending and rebound of an ordinance in the lateral        direction.    -   2. A class of high and long duration shock loading machines to        simulate penetration shock loading with the capability of        simultaneously applying relatively short and/or long duration        lateral shock loadings to simulate “tail slap” events where        lateral accelerations are introduced due to the bending and        rebound of the ordnance in the lateral direction. In these        machines, the penetration shock loading is generated by braking        forces applied to the test platform over which the ordnance        being tested is mounted. Lateral shock loading of the platform        generates vibratory motion of the platform to generate the        lateral shock loading events. The braking forces as well as        shock loading levels may be varied to generate the desired shock        loading profiles.

In addition, methods are presented for accurately modelling both thetest conditions and the test article.

The development of such shock testing machines having relativelylow-cost to construct and operate, being reusable, and that uses“pseudo-static” testing techniques or similar techniques that arecapable of imposing high acceleration and deceleration (>±10,000 g),opposing loads to a large (10-100+ lbs.) payload that are sustained overlong durations (>5 msec).

The two novel classes of shock/tail-slap testing machine conceptsprovide “Ordnance Shock/Tail-Slap Replicator” systems that provide themeans for testing ordnance under multi-axial loading, which includesboth bending and shear moments. This includes the most extreme exampleof such events, namely “tail slap”, where large lateral accelerationsare introduced due to the bending and rebound of the weapon in thelateral direction, i.e., perpendicular to the axis of penetration.

Accordingly, a shock testing machine is provided. The shock testingmachine comprising: a test platform upon which one or more objects to betested are mounted; one or more rails upon which the test platform ismovable; and a braking station having one or more braking elementsoperatively engageable with one or more corresponding braking surfaceson the test platform after the test platform has moved a predetermineddistance relative to the braking station, wherein the one or morebraking elements are movable to vary a gap between the one or morebraking elements and the one or more braking surface.

The shock testing machine can further comprise one or more actuators formoving the braking elements. The one or more actuators can comprise oneor more piezoelectric actuators.

The one or more braking elements can comprise a beveled region such thata portion of the braking element in the beveled region has a thicknessthat increases with a direction of travel of the test platform.

A method for shock testing one or more objects is also provided. Themethod comprising: mounting the one or more objects to a test platform;movably disposing the test platform on one or more rails; moving thetest platform a predetermined distance relative to a braking station;varying a braking amount of the braking station by varying a gap betweenone or more braking elements at the braking station and one or morecorresponding braking surfaces at the test platform; and braking thetest platform by contacting the one or more braking elements with thecorresponding one or more braking surfaces.

Also provided is a shock testing machine comprising: a test platformupon which one or more objects to be tested are mounted; one or morerails upon which the test platform is movable in a longitudinaldirection; and a braking station for retarding a relative motion betweenthe test platform and the braking station, wherein the test platform andthe braking station include at least one portion interfering with therelative motion of the test platform and the braking station such thatrelative movement of the test platform and the braking station past theat least one portion produces a shock lateral to the longitudinaldirection.

The at least one portion comprises one or more protuberances on the testplatform and one or more protuberances on the braking station, whereinthe one or more protuberances on the test platform overlap with the oneor more protuberances on the braking station in a direction lateral tothe longitudinal direction. The shock testing machine can furthercomprise one or more actuators for varying an amount of the overlap inthe direction lateral to the longitudinal direction. The one or moreactuators can comprise one or more piezoelectric actuators.

The test platform can be rotatable about a pivot such that the one ormore protuberances on the test platform is movable in the directionlateral to the longitudinal direction. The test platform can be biasedto resist rotation about the pivot.

The braking station can be stationary relative to the test platform.

The braking station and test platform can be movable relative to eachother. The shock testing machine can further comprise one or more secondrails upon which the braking station is movable in the longitudinaldirection.

Also provided is a method for shock testing one or more objects. Themethod comprising: mounting the one or more objects to a test platform;movably disposing the test platform on one or more rails; moving thetest platform in a longitudinal direction a predetermined distancerelative to a braking station; and causing an interference between thetest platform and the braking station such that relative movement of thetest platform and the braking station past the at least one portionproduces a shock in a direction lateral to the longitudinal direction.The method can further comprise varying an amount of the interference inthe direction lateral to the longitudinal direction.

Also provided is a shock testing machine comprising: a test platform forholding one or more objects to be shock tested, the test platform havingan impact surface; a fixed member having a surface disposed apredetermined distance from a corresponding surface of the testplatform, the test platform being movable such that the surface of thetest platform can contact the corresponding surface of the fixed memberupon an impact to the impact surface; and a flywheel having one or morecams for contacting the impact surface upon rotation of the flywheelsuch that the impact of each of the one or more cams on the impactsurface causes the surface of the test platform to impact thecorresponding surface of the fixed member to produce a shock in the oneor more objects to be tested. The shock testing machine can furthercomprise a biasing member for biasing the surface of the test platformaway from the corresponding surface of the fixed member.

The impact surface can comprises first and second impact surfaces, thefixed member can comprise first and second surfaces each disposed apredetermined distance from a corresponding first and second surface ofthe test platform, the test platform being movable such that the firstand second surfaces of the test platform can contact the correspondingfirst and second surfaces of the fixed member upon an impact to thefirst and second impact surfaces, and the flywheel can comprise firstand second flywheels each having one or more cams for contacting acorresponding first and second impact surface upon rotation of the firstand second flywheels.

The one or more cams can comprise a plurality of cams equally spacedalong a circumference of the flywheel.

The one or more cams can be biased radially outward from the flywheel.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the apparatus ofthe present invention will become better understood with regard to thefollowing description, appended claims, and accompanying drawings where:

FIG. 1 illustrates a perspective view of a first embodiment of a shocktesting machine.

FIG. 2 illustrates a perspective view of the braking station of theshock testing machine of FIG. 1.

FIG. 3 illustrates a perspective cutaway view of the braking station ofFIG. 2 showing engagement with the test platform.

FIG. 4 illustrates a top view of a variation shock testing machinehaving an alternative test platform and moving carriage.

FIG. 5 illustrates a perspective view of another alternative shocktesting machine in which the test platform and braking unit areaccelerated towards each other.

FIG. 6 illustrates a perspective view of another variation of shocktesting machine of the first embodiment.

FIG. 7 illustrates an acceleration vs. time plot for short durationacceleration and deceleration pulses over relatively long durations.

FIG. 8 illustrates a schematic model of two masses impacting each other.

FIG. 9 illustrates a schematic model of a mass impacting a rigid fixedbarrier.

FIG. 10 illustrates a perspective view of a second embodiment of a shocktesting machine.

FIG. 11 illustrates a perspective view of a variation of the secondembodiment shock testing machine of FIG. 10 having a central flexibleelement and only showing one of the flywheels.

FIG. 12 illustrates an alternative cam configuration for the flywheelsof the second embodiment shock testing machine of FIG. 10.

DETAILED DESCRIPTION

While the present shock-loading devices and methods may have particularutility with regard to testing shock loading of articles for use inordnances, such shock loading devices and methods also have utility intesting other articles for use in military and commercial aircraft aswell as commercial products, such as automobile and consumer electroniccomponents. Thus, without limiting the applicability of suchshock-loading devices and methods to articles for use in ordnances, thepresent disclosure will discuss embodiments with regard to shock loadingof articles for use in ordnances by way of example.

A first embodiment of shock and shock/tail-slap testing machines arevariations based on the basic design of the shock testing machinedescribed in U.S. application Ser. No. 14/500,921 filed on Sep. 29,2014, the disclosure of which is incorporated herein by reference. Themachines of the first embodiment provide high and relatively longduration axial shock loading, which could be made varying in time, whileproviding a number of tail-slap producing (lateral) shock loadings ofdifferent amplitudes and durations resulting in bending vibratoryloading of the testing object.

A second embodiment of shock and shock/tail-slap testing machines arefor applying short duration and high acceleration/deceleration pulses,such as of over ±10,000 g over durations of e.g., over 5 msec. Theseshock loading machine concepts can apply one or a combination of shockloading pulses to the article being tested, such as an ordinance, inaxial and lateral directions to simulate almost any shock loadingevents, including tail slap, where large lateralaccelerations/decelerations are introduced due to the bending andrebound in the lateral direction. For purposes of this disclosure,“tail-slap” means a shock loading event in a direction perpendicular toits intended motion, such intended motion being in a direction ofpenetration with regard to an ordinance. For other articles beingtesting, the term shock loading event is merely in a direction createdby the machine with regard to an orientation of the article being testedin the machine.

The first embodiment of shock and shock/tail-slap testing machines arevariations based on the basic design of the Omnitek shock testingmachine described in U.S. application Ser. No. 14/500,921 filed on Sep.29, 2014. The machines of the first embodiment can provide high andrelatively long duration axial shock loading, which could be made timevarying, while providing a number of tail-slap producing (lateral) shockloadings of different amplitudes and durations that result in bendingvibratory loading of the article being tested. The design of the shockloading machine can achieve high-G shock loading, such as up to 3,000 G(and time varying if desired) with a durations of up to 3 msec.

The shock testing machine of the first embodiment is shown in FIG. 1,generally referred to by reference numeral 100. In FIG. 1, the breaks onthe left and right of the machine are used to denote a long length ofthe components being broken. In this design, the machine 100 is laiddown horizontally to allow the use of longer test platform travel andthe use of longer length bungee cords 102 to provide large acceleratingforces to the test platform 104 over the entire range of its travel. Thetest objects 106 are mounted over the test platform 104 using mountingmeans specific to the type of object and the testing required. The testplatform 104 is accelerated on one or more guide rails 108 towards abraking station 110 having braking elements (described below) by lockingthe test platform 104 from movement, tensioning the bungee cords 102with the bungee tensioning cable 112 and winch 114 and then releasingthe test platform 102 to allow the tension in the bungee cord(s) 102 toaccelerate the test platform 104 towards the braking station 110,similarly to that of the shock testing machine described in U.S.application Ser. No. 14/500,921 and its braking force is similarlyadjusted, however, as will be described below, such braking force may bevaried during the braking event. The above components may be integratedinto another machine or provided with one or more bases 116 forstability.

A close up view of the braking station 110 of the shock loading machine100 of FIG. 1 is shown in FIG. 2. In the shock loading machine 100, thebraking station 110 is provided with a “brake engagement pathway” 118with an adjustable gap for braking force adjustment. The brakeengagement pathway 118 is provided with a similar “brake forceadjustment element” 120 on one side of the brake engagement pathway 118,which in FIG. 2 and for the sake of simplicity is shown to be made of asingle rigid piece, but may be constructed with two or more segmentsthat are joined to a single relatively thin, flexible in bending buthard spring steel facing braking pads 122 on the other side of the brakeengagement pathway 118. The brake force adjustment element(s) 120 aremovable into and out from the brake engagement pathway 118. Brake forceadjustment actuators 124, such as large diameter piezoelectric axialactuation elements of around 5-7 cm long may then be used to selectivelymove the brake force adjustment element(s) to vary the braking forcesapplied to the corresponding braking surfaces, such as braking pads 126(see FIG. 3), of the test platform 104, thereby allowing thedeceleration rate of the test platform 104 and thereby the test object106 to be time varied. It will be appreciated by those skilled in theart that by using relatively thin braking pads of the order of 4-5 mm,by varying the gap in the brake engagement pathway 118 a very smallamount, such as just 3-4 microns, the braking force can be variedsignificantly. Therefore the use of axial piezoelectric actuators arecapable of allowing the machine 100 to significantly vary thedeceleration rate of the test object 106 as it is decelerated to a stop.

A cutaway view of the braking station 110 showing engagement of the testplatform brakes with the surfaces of the brake engagement pathway gapwalls is shown in FIG. 3. Half of the braking station is not shown inFIG. 3 so that the braking pads 126 are visible. As can be seen, thebrake engagement pathway walls are provided with an initial beveledregion 128 to ensure smooth initial engagement with the braking pads 126(only one side is shown in FIG. 3, another braking pad is on the otherside of the test platform 104 not visible in FIG. 3). Although only onepair of braking pads 106 is employed in FIGS. 2 and 3, however, forhigher braking force levels corresponding to heavier payloads as well ashigher shock loading acceleration levels, multiple pairs of such brakingpads 126 may be used to distribute the braking forces over largerbraking pad surfaces.

Referring now to FIG. 4, there is illustrated a variation of the firstembodiment of shock testing machine, which the test platform of FIGS.1-3 is replaced by a “moving carriage” 130 to which a test platform 132is attached by a rotary joint 134, as shown in FIG. 4. In FIG. 4,features similar to those described with regard to FIGS. 1-3 use thesame reference numerals as in FIGS. 1-3. As the moving carriage 130 isaccelerated towards the braking station 110 by the pre-tensioned bungees102, the test platform 132 is held in its nominal orientation relativeto the moving carriage shown in FIG. 4 by the indicated “preloaded testplatform to moving carriage springs” 136. Then, as the braking pads 126mounted on the moving carriage 130 engage the walls of the brakeengagement pathway 118 as described for the shock loading machine ofFIGS. 1-3, a “tail-slap producing protuberance” 138 provided on the testplatform 132 will engage “tail-slap producing humps” 140 which are fixedto the structure of the braking station 110, thereby imparting a shortduration lateral impulse to the test platform 132, causing it to startto vibrate rotationally about the platform rotary hinge 134. Theamplitude of the imparted impulse may be adjusted by the providedtail-slap adjustment actuators 142 that control lateral positioning ofthe humps. By providing stops to limit the rotary motion of the testplatform 132 relative to the moving carriage 130, higher tail-slapproducing lateral shock loading may also be produced.

For the axial and axial/tail slap testing machines of FIGS. 1-3 and 4,respectively, the maximum shock loading levels and durations are limitedto the maximum achievable velocity of their testing platform, i.e., thevelocity at which the braking pads engage the stationary walls of thebrake engagement pathway gaps. Another variation of a shock testingmachine is shown in FIG. 5, referred to generally by reference numeral200. In FIG. 5, the breaks on the left, center and right of the machineare used to denote a long length of the components being broken. In theshock testing machine 200 of FIG. 5, the test platform 202 as well asthe braking unit 204 are movable towards each other over separate pairsof overlaying rails 206 (corresponding to the test platform 202) and 208(corresponding to the braking unit). All other components are similar tothose discussed above. The test platform 202 and the braking unit 204are accelerated towards each other as shown by the arrows, therebyallowing them to reach twice the relative velocity as the test platformcould reach relative to a stationary braking unit. As a result, theaxial shock/tail-slap testing machine can achieve significantly highershock loading levels, or when desired, higher shock loading duration.

In another alternative design of the axial and axial/tail slap testingmachines of FIGS. 1-5, another variation of the first embodiment ofshock testing machine is shown in FIG. 6, referred to generally withreference number 210. In FIG. 6, the breaks on the left and right of themachine are used to denote a long length of the components being broken.Furthermore, the guide rails 216 are not shown extended past the testplatform 212 for simplicity. In the shock testing machine 210, similarto the shock testing machine 200 of FIG. 5, the test platform 212 andthe braking unit 214 are still movable over separate pairs of overlayingrails 216, 218. However, the braking pads of the test platform 212 areinitially engaged inside the brake engagement pathway gap of the brakingunit 214. In a simple version of this design, the engaging test platform212 and braking unit 214 are initially stationary. An impact mass 220,which rides over the braking unit rail 218, is accelerated towards thebraking unit by the aforementioned bungee cords 102. The impact mass 220will then impact the braking unit 214, forcing it to begin to traveltowards the left as seen in FIG. 6 with a resulting initial velocitywhich is dependent on the mass of the impact mass 220 and the brakingunit 214. The braking unit 214, through the test platform braking pads,will then exert a nearly constant force to the test platform 212 untiltheir relative velocity vanishes. The nearly constant braking forceresults in a near constant acceleration of the test platform 212 withvery sharp rise and fall times, i.e., resulting in a near square waveacceleration profile. This design can also be provided with the earlierdescribed tail-slap mechanism of FIG. 4.

A second embodiment of shock and shock/tail-slap testing machines areintended to apply high peak and short duration acceleration anddeceleration pulses, such as over ±10,000 g over long durations, such aswell over 5 msec. These shock loading machines can apply one or acombination of shock loading pulses to the test object, such as to anordnance in the axial and lateral directions to simulate almost anyshock loading events, including tail-slaps, where large lateralaccelerations/decelerations are introduced due to the bending andrebound of the ordnance in the lateral direction.

Such embodiment of shock and shock/tail-slap testing machines can applysequences of short duration acceleration and deceleration pulses, suchas with peaks of around ±10,000 g over relatively long durations, suchas over 5 msec, shown in the acceleration vs. time plot of FIG. 7. Asimple calculation will the show that to achieve a peak acceleration ofa_(p)=±10,000 g, for a range of test article mass m of 10 lbs. to 250lbs. (assuming zero mass for the test platform and its other requiredmoving parts), the required peak force F_(p) is as given in the Table 1below.

TABLE 1 Peak force to achieve ±10,000 g acceleration/deceleration. TestArticle Weight (lbs.) 10 100 250 Peak force (lbf) 97,800 978,0002,445,500

As can be seen, the required peak force levels are seen to be large butvery short in duration, indicating that the best method of providing thedesired short duration and high peak acceleration/deceleration shockloading is by impact loading. It is noted that a common method ofapplying acceleration/deceleration cycles to a test article when thepeak acceleration levels and the mass of the test article are relativelylow is by constructing a mass-spring type of vibrating system andexciting the system in resonance. However, to use a vibrating system toachieve ±10,000 g peak acceleration/deceleration levels would require avery stiff spring (structurally flexible) structure, even for the testarticles of 10 lbs. in weight, which for a vibration cycle period ofeven around 0.1 msec, means that the vibrating system has to vibrate at10,000 Hz. Such a vibratory system for direct excitation at resonance isobviously impractical.

Thus, a system that could provide short duration (of the order of 0.1msec cycle period) and high peak acceleration/deceleration (of the orderof ±10,000 g) shock loading is based herein on high frequency impacttype loading.

In addition, as is shown below, the very high impact peak and lowduration acceleration/deceleration pulses can be generated at relativelyslow velocities of an impacting mass if the impact is with a massive,grounded (fixed), high strength and dense mass (barrier), and if theimpacting surfaces are properly shaped to minimize elastic deformationand eliminate local plastic deformation.

Consider the two relatively rigid objects M₁, M₂ shown in FIG. 8.Consider the case in which the mass M₂ traveling at the velocity v₀impacts the larger stationary M₁ (to which the test article is rigidlyattached and its mass having been included in the indicated mass M₁).The spring rate k and damper c are considered to represent the linearapproximation of the local deformation during the process of impactbetween the two objects M₁ and M₂. The values of the spring and dampingrates k and c are dependent on the material characteristics and overallmass and geometry and structural construction of the two objects, andthe geometry of their impacting surfaces. In this simple model, thedamping element c is considered to provide the means to account for agenerally nonlinear process of mechanical energy loss during impact,which for relatively stiff steel structures has been indicated asresulting in a coefficient of restitution of around 0.5-0.8.

Using a simple dynamic impact model with the coefficient of restitutionof 0.7, the initial velocity v₀ that the mass M₂ requires to impart anacceleration pulse with a peak of 10,000 g on the mass M₁ for a desiredduration can then be estimated. For example, for a given mass M₁=15lbs., to generate an impact acceleration with a peak of a_(p)=10,000 gand impact pulse durations of 0.05 and 0.1 msec, two possiblecombinations of mass M₂ and its initial velocity v₀ are provided in theTable 2 below. It is noted that since impact duration is dependent onthe material characteristics and geometry of the impacting objects andthe contact surface geometries, the possible impact durations of 0.05and 0.1 msec, which were obtained using Finite Element software fortypical solid objects made out of steel, are being used in Table 2below.

TABLE 2 Impact Duration t (msec) 0.05 0.1 M₂ (lbs) 1 2 v₀ (m/s) 33 35

If the mass M₁ is considered to be 150 lbs. or 375 lbs., to generate asimilar acceleration pulse profile with a peak of a_(p)=10,000 g withthe indicated impact pulse durations, a number of possible combinationsof mass M₂ and its initial velocity v₀ are provided in the Tables 3 and4 below. It is noted that the above M₂ mass levels of 15 lbs., 150 lbs.and 375 lbs. are considered to represent the mass of the object beingtested plus the mass of the testing platform on which the test object ismounted.

TABLE 3 Impact Duration t (msec) 0.05 0.1 0.2 M₂ (lbs) 1 10 2 20 4 40v₀(m/s) 311 33 313 35 317 39

As can be seen in Tables 2-4, and considering that a mass M₂ speed ofaround 35-60 m/s (equivalent to 126-216 Km/hr) or slightly higher isachievable, particularly for smaller mass M₂, in general for longerdurations impacts and larger impacting masses M₂ the desireda_(p)=10,000 g should be possible to achieve. However, since impactingmass M₂ speeds of around 300 m/s (or around 1,100 Km/hr) requires gunfiring of projectiles, in which case the impact coefficient ofrestitution, even by proper selection of materials and geometries forboth mass elements, will be closer to 1, thereby requiring multiple suchshots around 1 msec apart, which is not an easy task to achieve. Inaddition, the testing process will no longer be relatively low cost andthe testing system can no longer be considered to be reusable.

TABLE 4 Impact Duration t (ms) 0.2 0.3 M₂ (lbs) 8 80 16 160 v₀(m/s) 39447 302 41

In the above example, one may also consider both mass M₁ and mass M₂ tobe moving with certain velocity towards each other, thereby making itpossible to achieve higher relative impact velocities and thereby higherpeak impact accelerations.

As can be seem from the above examples, impact between relatively stiffbodies can generate short duration and high peak acceleration pulses totest objects mounted on the impacted object. Such types of shock testingmachines in which one or more mass elements are used to impact the testplatform at high speeds in one or multiple directions, however have thefollowing, mostly practical, shortcomings:

-   -   1. It is very difficult, if not impossible, to achieve multiple        impacts spaced at very short times apart (of the order of 1        msec);    -   2. Since each impact also causes the test platform to be        displaced, it makes it very difficult to provide multi-axial        impacts that are spaced very short times apart;    -   3. As can be seen in Tables 2-4, to achieve the desired high        peak acceleration levels, one would need to either use a        relatively large impact mass or smaller mass with very high        impact speed.

Consider the case in which a rigid mass M₁ moving at a velocity v₀impact a rigid fixed barrier (wall) as shown in FIG. 9. In FIG. 9, thespring rate k and damper c are considered to similarly represent thelinear approximation of the local deformation during the process ofimpact between the mass M₁ and the fixed barrier. In this simple model,the damping element c is considered to provide the means to account forgenerally nonlinear process of mechanical energy loss during impact,which for relatively stiff steel structures has been shown to result ina coefficient of restitution of around 0.5-0.8.

As an example, consider a steel cube of 0.2 m per side weighing 62 Kg(140 lbs) impacting a relatively large grounded steel slab on one sideat a velocity of 5 m/sec. If the impact coefficient is considered to be0.7, a finite element model and analysis of the impact cycle (done usingfinite element software) indicates an impact duration of about 0.12 msecand by fitting the resulting deceleration/acceleration curve profilewith a half sine curve, a peak deceleration of a_(p)=10,222 g is foundto be generated.

A second embodiment of shock testing machine provides multi-axial shortduration acceleration/deceleration pulses with very high peaks torelatively heavy objects (here by object it is meant the test object asmounted on a test platform). Such a machine generates the short durationand high peak acceleration/deceleration pulses by the impact of the testplatform (to which the test object is attached) with a large and rigidgrounded mass, thereby as was shown above, can achieve the highestpossible short duration impact generated acceleration/decelerationpeaks. Such a machine allows multi-axis impact generated pulses that aresub-milliseconds apart for very long time durations (such as well over10-20 msec). The total motion of the impacting mass (test platform withattached test object) in each multi-axial impact direction is very small(e.g., a total of 4 mm in the example below with a total test platformand test object mass of 150 lbs.). As a result, all sensor datacollection and powering wire harnesses can be used to directly connectonboard instrumentations to the data collection instrumentationequipment being used. As a result, there is no limitation on the amountof data that can be collected during each testing and onboard recordingdevices are not required. As discussed below, such a machine is providedwith flywheels that function as sources of a large amount of mechanicalenergy that would allow it to sustain short duration and high peakacceleration/deceleration pulses over relatively long periods of time.

A second embodiment of shock testing machine for multi-axial shortduration and high peak acceleration/deceleration shock/tail-slap loadingis shown in FIG. 10 and generally referred to by reference numeral 250.In this illustration and for the sake of simplicity, a single axisversion of the machine is shown with a multi-axial design discussedbelow. The test platform 251 and test object attached thereto (notshown) are considered to have a mass M₁. The mass M₁ is attached to thegrounded machine structure via a relatively flexible structure (beams,not shown in FIG. 10, can be replaced by a centrally and relativelyflexible column 256 in the alternative version of FIG. 11 to allow themass M₁ to impact in two perpendicular directions by a second set offlywheels and impact stops). The main function of the flexible structurein this machine is to ensure that the mass M₁ stays in its illustratedplane of motion and is not provided for the purpose of acentering/returning force, i.e., in fact it functions as a zero frictionplanar bearing rather than a spring element.

Two flywheels 256, 258 with equally spaced cams 260 are provided whichwould engage side engagement surfaces 254 on each side of the mass M₁element. Although only four cams 260 are shown on the flywheels 256, 258are shown in FIG. 10, the same is only shown for simplicity and the cams260 are equally spaced about the entire circumference of the flywheels256, 258. The cams 260 on each flywheel 256, 258 are synchronized toalternatively displace the mass M₁ towards the other flywheel byappropriate motors and controls (not shown). Very small gaps 262 areprovided between the mass M₁ and the stops 264 (shown as ground in FIG.10) of the relatively massive and grounded structure of the machine. Therotational speed of the flywheels 256, 258, the cam 260 profiles andtheir positioning relative to the side engagement surfaces of the massM₁ are designed to accelerate the mass M₁ away from the engagingflywheel to a prescribed impact speed. The mass M₁ will then impactstops 264 provided on the surfaces of the machine structure, therebyimparting a very short duration but high peak acceleration/decelerationpulse to the mass M₁. Following each impact, the flywheel cam addsenergy to the mass M₁ by accelerating it in its direction of travelfollowing an impact to bring it close to the aforementioned prescribedimpact velocity for its impact to the stops provided on the oppositeside of the machine structure. As a result, almost as many of the shortduration and high acceleration/deceleration impact pulses as desired maybe produced with the flywheels supplying mechanical energy to the massM₁ to compensate for the mechanical energy that is lost during eachimpact event. It is noted that the machine would still operatesuccessfully even if the impact of the mass M₁ is not fully synchronizedwith the motion of the flywheels and that the flywheel cams do notengage the mass M_(I) just after an impact as will be described below bystudying different impact and flywheel positioning scenarios.

By way of example, the test platform 252 and test object attachedthereto total mass can be M₁=150 lbs (68 Kg) and the gaps 262 betweenthe mass 252 and the impacting stops 264 can be 2 mm. With a predictedcoefficient of restitution of 0.6, the required mass M₁ velocity forimpacting the stops on the massive grounded structure of the machine toachieve a peak acceleration/deceleration pulse of 10,000 g is about 5m/sec and the impact pulse duration is found from finite elementsoftware simulation to be about 0.08 msec. The return velocity of themass M₁ after each impact is calculated to be around 3 m/sec. Theengaging flywheel cam 260 is therefore required to accelerate the massM₁ from 3 m/sec to 5 m/sec during its around 4 mm travel back to theopposite machine structure stops 264. The process is then repeated bythe engagement of a cam 260 from the opposite flywheel 256, 258. Theprocess may be continued for almost any desired duration.

In the above example, the generated 0.08 msec acceleration/decelerationpulses with 10,000 g peak occur every 1 msec and may be generated by a20 inch diameter flywheel rotating at around 1,500 rpm with each camspanning around 10 degrees of the flywheel periphery with a similarspanning gaps between the cams. In the partial view of FIG. 11 (shownwithout one of the flywheels and without a machine base or flywheelmotor), the mass M₁ is shown to be mounted on a relatively flexiblecolumn 254 that minimally resists its planar bending (e.g., +/−2 mm) inany direction. In FIG. 11, to clearly show the basic components of themachine, only one flywheel 256 for generating the indicated impactpulses is shown. In the actual design, a similar flywheel 258 isprovided to generate similar short duration and high peak impactacceleration/deceleration pulses in an opposite perpendicular direction,to provide the means of achieving multi-axial short duration and highpeak impact acceleration/deceleration pulses.

In the example provided above, it is noted that the flywheel cams areintended to accelerate the mass M₁ from its post impact velocity of 3m/sec to a velocity of 5 m/sec for its next 10,000 g impact. The camactuated acceleration can begin right after each impact in the indicateddistance of 4 mm and during 1 msec. Under these circumstances, the camis readily calculated to require to accelerate the mass M₁ at a rate ofaround 200 g, which indicates that the cam must apply a force of around136,000 N (31,000 lbs) to the mass M₁. Considering the worst possibleimpact and cam positioning in which a cam is in the maximum extensiontowards the mass M₁ at which the mass has just impacted the stops on theopposite wall, then the mass M₁ would impact the cam surface with avelocity of 3 m/sec, which would generate an impact peak force ofsignificantly greater than the above 31,000 lbs. However, such highimpact shock loading events between the mass M₁ and the flywheel camscan be averted by limiting the compressive loading that the mass M₁ canapply to a cam 260. This may, for example, be accomplished as shown inFIG. 12 by providing preloaded compressive springs 266 to limit theforce that can be applied to the cam 260 by the mass M₁. The springs 266(such as Bellville washers) can be preloaded (e.g., in the exampleprovided above, to around the aforementioned 31,000 lbs) and would beginto deform, i.e., retract the cam surface 260 a away from the mass M₁ asthe contact force level tends to go beyond the preloading force. In theexample provided above, the maximum retracting distance that must beprovided for the cam 260 is 4 mm, along which the preloaded springs canbe designed to exhibit minimal force increase.

It is also noted that the impact force limiting cam design shown in FIG.12 can also provide the means of starting the multi-axial short durationand high peak impact shock/tail slap loading by limiting initial impactload levels between the cams 260 and the mass M₁. Several options alsoexist for rapid initiation of the multi-axial impact induced shockloadings. For example, pairs of flywheels may be geared together and viaa clutching system engage to a third larger flywheel for rapidacceleration to the required rpm. Other options include the use ofhydraulic pistons to rapidly move the system flywheels the required 4 mmforward towards the mass M₁. Alternatively, the base of the preloadedspring elements of the cams may be retracted back to allow the cams tomove back 4 mm, thereby not engage the mass M₁, and then be rapidlypushed forward to engage the cams with the contacting surfaces of themass M₁.

Furthermore, although the shock testing machine 250 of FIG. 10 utilizesa pair of flywheels, those skilled in the art will appreciate that asingle flywheel may also be utilized.

Although the novel shock testing machines and methods as covered hereinis born from the specific needs of munitions, a technology that canreliably provide a very smooth shock, which is highly repeatable andlasts a relatively long amount of time has numerous commercialapplications, particularly at a relatively inexpensive cost, includingaircraft and satellite components, consumer electronic components, suchas circuit boards and device casings, and automobile, light and heavytruck components.

While there has been shown and described what is considered to bepreferred embodiments of the invention, it will, of course, beunderstood that various modifications and changes in form or detailcould readily be made without departing from the spirit of theinvention. It is therefore intended that the invention be not limited tothe exact forms described and illustrated, but should be constructed tocover all modifications that may fall within the scope of the appendedclaims.

What is claimed is:
 1. A shock testing machine comprising: a testplatform upon which one or more objects to be tested are mounted; one ormore rails upon which the test platform is movable in a longitudinaldirection; and a braking station for retarding a relative motion betweenthe test platform and the braking station, wherein the test platform andthe braking station include at least one portion interfering with therelative motion of the test platform and the braking station such thatrelative movement of the test platform and the braking station past theat least one portion produces a shock lateral to the longitudinaldirection.
 2. The shock testing machine of claim 1, wherein the at leastone portion comprises one or more protuberances on the test platform andone or more protuberances on the braking station, wherein the one ormore protuberances on the test platform overlap with the one or moreprotuberances on the braking station in a direction lateral to thelongitudinal direction.
 3. The shock testing machine of claim 2, furthercomprising one or more actuators for varying an amount of the overlap inthe direction lateral to the longitudinal direction.
 4. The shocktesting machine of claim 3, wherein the one or more actuators compriseone or more piezoelectric actuators.
 5. The shock testing machine ofclaim 1, wherein the test platform is rotatable about a pivot such thatthe one or more protuberances on the test platform is movable in thedirection lateral to the longitudinal direction.
 6. The shock testingmachine of claim 5, wherein the test platform is biased to resistrotation about the pivot.
 7. The shock testing machine of claim 1,wherein the braking station is stationary relative to the test platform.8. The shock testing machine of claim 1, wherein the braking station andtest platform are movable relative to each other.
 9. The shock testingmachine of claim 8, further comprising one or more second rails uponwhich the braking station is movable in the longitudinal direction. 10.A method for shock testing one or more objects, the method comprising:mounting the one or more objects to a test platform; movably disposingthe test platform on one or more rails; moving the test platform in alongitudinal direction a predetermined distance relative to a brakingstation; and causing an interference between the test platform and thebraking station such that relative movement of the test platform and thebraking station past the at least one portion produces a shock in adirection lateral to the longitudinal direction.
 11. The method of claim10, further comprising varying an amount of the interference in thedirection lateral to the longitudinal direction.